Traction-vehicle.



G. W. COLEMAN.

TRACTION VEHICLE. Arruonzo'n FILED ARE. 5, 1907.

Patented Dec. 22, 1908. 4 SHEETS-SHEET 1.

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GLW. COLEMAN.

TRACTION V'EEICLE.

APPLICATION IILED'APR. a, 1907.

Patented Dec. 22,1908.

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Patented Dec.22, 1908.

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v o. W. COLEMAN. TRACTION VEHIGLE. APPLIOATIOH FI LED APR. 5, 1907.

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' Mine 61966.

To all whom it may concern:

P ENT OFFICE.

CLARENCE w. COLEMAN, or WESTFIELD, NEW J'ERSEY.-

TRAGTiON-VEHICLE.

Specification of Letters Patent.

@ Patented nee. 22, 1908.

. Application filed April 5, 1907. Serial No. 366,518.

' Be'it known that I, CLARENCE W. COLE- MAN, a citizen of the United States, residing at Westfield, in the county of Union and State of New Jersey, have invented a certain new and useful Improvement in Traction- Veh'icles, of which the following is a specifica- --tion, reference being had therein to the accom anying drawings, forming a art thereof. y invention relates to sel propelled vehicles such as are commonly known as traction engines and which are employed to ena ling one man to control the operation.

communicate traveling movement to an independent vehicle or implement usually detachably'coupled to the traction vehicle to be drawn thereby as a trailer.

The general objects of my invention are simplicity, convenience and economy.

A "special object is the complete control of the traction vehicle and of 1ts propelling engine at a distance therefrom, as, for exam le, from a drawn vehicle or trailer, thus of bothvehicles, whereas the ordinarytraction engine requires one man to o erate the engine andanother to operate" t e imple- "r'nent that is being pulled.

Another. object is'to secure a short wheel base, when the propelling vehicle or traction yehicle is coupled to a propelled vehicle or 1m lement, with subse uent abilityto turn wit in a small space, t us facilitating work in small fields and other limited spaces.

Afurthe'r -object is to obtain a traction vehicle adapted. to be built at'small cost -in comparativelysmall sizes, such for example as are capable of doing the work of three or f'men't but. also to the rate of travel 0 and reverse the direction.

four horses.

My lnventlon mcludesmeans for GlGGiJIlC- ally controlling the propulsion and steering of a traction vehicle from a point removed from such vehicle. This permits a manwho -may be ridingon a drawn implement to attend not only to the operation ui e, stop,

of such implestart, change of of the ction vehicle at and without leaving his seat on the drawn im lement, thus dispensing with the services 0 "an tion-vehicle to be controlle additional man'to ride on and attendgto the traction vehicle. It also ermits tli'e tracfrom any desired locatioi'r'and at any desireddistan'ce.

My invention. also includes means for electrically controlling from' a distance {the of an internal combustion engine or hydrocarbon engine carried by and forming apart of a traction vehicle for propelling the vehicle. This givesto the man on the drawn implement or vehicle the same convenient control of the operation of the engine itself that he has of the travel of the traction vehicle. By actuating movable contacts within his easy-reach he may adjust the engine throttle and advance or retard the sparkas well as is usually the engine.

My invention also includes the provision of electro-magnetic clutches for transmitting tractive effort from an engine to the traction wheels.

My invention further includes electromagnetic clutches for taking power from the the throttle-actuating mechanism and the spark distributor.

trol .above mentioned, both as to the travel of the traction vehicle and as to the control advantageous features, as 'will appear from the following description.

Figure 1 is a plan view of a two-wheeled traction vehicle embodying my invention, with parts broken out and with the electrical circuits shown diagrammatically. Fig. 2 is a sectional elevation of my improved traction vehicle and shows the same as coupled to an implement for drawing such implement aid as adapted for control from such implement. Fig. 3 is anenlarged cen'tralsectional plan of the electro-magnetic clutches, sprockets and gears shown in Figs 1 and 6 for ropelling and guiding the traction vehicle l ig. 4 is a greatly enlarged central sectional plan of the electro magnetic clutches, sprockets "and gears shown in Figs. 1 and 6 for controlling the operation of the engine. Fig. 5 is a dis g-rammatic plan view showing in central.sec tion a modified steering mechanism. Fig. 6

is .a partly diagrammatic .pl'an viewof a fourthrottle mechanism and the ignition devices internal combustion engine to actuate both of the operation of the propelling engine done by an attendant at theside of I This gives in an efiicient manner the complete distant electrical convention.

nea'th the vehicle frame and being pivotedwhen the traction vehicle is standing or stastub tongue belonging to the In the embodiment of my invention shown in Figs. 1 to 4 of the drawings an engine-carrying frame 1 is supported by a air of traction Wheels 2, one at each side 0' the frame. As in this form of my invention no other supporting means are provided save these two traction wheels, the traction vehicle cannot keep its equilibrium alone but depends for this purpose upon its attachment to some other vehicle, as shown in Fig. 2: For at taching the traction vehicle to another vehicle for propelling or drawing the latter the traction vehicle is provided with a couplin pole or reach 3. The reach "3is rovide with an upper branch or brace 4:, t e inner ends of the reach and its brace/being pivoted to the engine -'carrying frame or' vehicle frame in the same vertical plane as the axes of the traction wheels and in vertical alinement with each other, the reach passing bethereto by a pivot pinor lower king bolt 5, and the brace passing above the frame and having its pivotal connection by a pivot pin or upper king bolt 6 to an upper bar or crosspiece' 7 of the frame. The reach3 at itsrearward end is provided with apertures as shown for the purpose of making connection to a trailer or drawn vehicle of any description.

' In Fig. 2 the traction vehicleor traction engine is shown as connected to a two-wheeled plow for drawing the same. However, it is to be understood that the traction engine may be connected instead and with equal facility to any kind of implement or vehicle,

' such, for example, as a reaper or a truck, and may have such drawn implement. or vehicle any number of supporting wheels, such as one, two, three, four or more.- When the traction engine is connected to a trailer the reach 3 performs substantially the function of the usual tongue or pole used for attachment of horses, and, in fact, may, as shown in Fig. 2, form virtually a continuation of a trailer.

For, supplying propulsive power the vehicle frame 1 carnes or supports an internal combustion engine having cylinders 8 and having a main shaft 9 extending from each side of the engine and having bearin s in the frame 1. The main provided with a usual fly-wheel 10 which may also be used as a belt pulley for taking off power from the'pngine for other purposes than locomotion on traction purposes and tionary.

The traction wheels are loosely mounted so as to be capable of rotation independently of each other. 9 Connected to each traction wheel for driving the same are respective sprocket wheels 1 1 driven by respective chains 12; which in turn are driven by sprocket pinshaft or power s aft 9 is ions 13 carried respectively by axially alined counter shafts 14 and 15 supported in bearings on the frame 1 as shown. The adjacent ends of the shafts 14. .and 15 are operatively connected together by an ordinary compensating gear or equal' tial" gear, shown as of the well known bevel type. I For propelling the traction vehicle at different selected speeds, the rim 16 of the equalizing gear, and which-carries inwardly the equalizing pinions, as shown, carries outwardly a plurality of'drive sprockets of different diameters. Such rim 16 is; shown as rovided with two such drive sprockets 17 and 18, thus giving two speeds for the traction wheels, the smaller sprocket 17 giving a higher speed and the larger sprocket 18 giving a lower speed, these two sprockets being shown as adapted to be driven at the same peripheral speed by the engine.

Means are provided for applying power to or driving either the one or the other of these drive sprockets according to which traction, speed is desired; also means are provided for reversing the direction of rotation of the larger or low speed sprocket for revers-- ing the direction oftravel or backing the traction vehicle when desired. Power is 1 applied to the smaller or high speed drive. sprocket 17, from a sprocket pinion 19 carried by the engine shaft 9, by a driving chain -20; and power is applied to the low speed and-reversing drive sprocket 18, from another similar sprocket pinion 21 carried by v the engine shaft, by a driving chain 22. The ower-supplying pinions 19 and 21 are not -i1xed upon theenglneshaft 9 but are actua'table. therefrom through the intermediary of magnetic-clutches, each of such pinions being carried by or mounted to rotate with one of theclutch members of such clutch. The driving pinion 19 isshown as keyed fast on the hub or sleeve of a clutch armature 23 loosely rotatably and slidably mounted on the engine shaft 9.. The driving pinion 21 and a clutch armature 24 are shown as both together keyed'fast on the hub or sleeve of an internally toothed gear wheel 25 which forms one member of a reversing gear and is loosely rotatably and slidably mounted on the engine shaft 9. .Thus the pinion 21, clutch armature 24 and gear wheel 25 are virtually inte ral in that they move together as a unit.

T e engine shaft 9 of course rotates always in the same direction, that being the direction in which the traction wheels rotate when the vehicle is moving forward. The clutch armature 23 is caused to rotate with the engine shaft, to propel the vehicle forward, by a magnetic clutch 26 having a coil or winding as shown and shown as fixed on the engine shaft by a key. When the coil of the clutch 26 is energized such clutch attracts and holds its armature 23, causing the armature 23 and drive pinion 19- to rotate with the clutch eleas It is evident. that if the. shaft sate actuated ment 26 to propel the vehicle in a forward direction at the igh speed, as will be readlly "understood from the foregoing.

To propel the vehicle in a forward direction at low speed the clutch armature 24 is caused to rotate with the engine shaft by a magnetic clutch element27 shown as keyed fast upon the engine shaft and provided with a windlng as shown, such armature and sprocket pinion 21 being caused to rotate with the engine I shaft when the winding of the clutch element- 27 is energized. 4 v

f To. propel the vehicle in a backward direction a reversing gear is provided comprising the internally toothed gear wheel 25, on the hub or boss of which is keyed the drive sprocket pinion 21, a spur pinion 28 shown as keyed on the engine shaft 9, and reversing pinions' 29 meshing with the inion 28 and the internal gear wheel 25. he reversing --pinions 29' are mounted on studs orv stub provided with an energizm coil as shown,"

the clutch member 27 being eft unenergized. W hen the reversing armature clutch .31 is held stationary it is seen that the gear wheel 25 and. sprocket pinion 21 will be driven in the reverse direction by spur pinion 28 and reversing inions 29. Owlng to the internal gear whee 25 being of greater diameter than the spur pinion 28 the sprocket pinion 21 will be driven in the reverse direction at a reduced rate from that communicated to it in the forward direction by the clutch members 24 and 27, the result being that the vehicle will back at a slower speed than the slow speed ahead, and which is altogether desirablefor obvious reasons. 'I he magnetic "clutch member 32 is shown as retained in; stationary osition by lugs secured by bolts to the vehic e frame 1 as shown. I

- For steering urposes the reach 3 is shown as. provided wit a segmental gear or rack 33 shown as fixedly secured to the reach b bolts, A steering. pinion 34 engages with this rack, such pinion being carried by a vertical steering shaft 35 having bearings in the 'vehicle frame. The steering shaft 35 is actuatable by a worm gear comprising a; Worm wheel 36, carried by the shaft 35 at a point above the pinion 34, and engaged by a screw 37 shown as formed on a shortfllhorizontal steering-gear-actuating shaft" 38 sup orted in bearings carried by the frame. 1 as s hown.

,armature 44 rotates the steering-gear-actuator rotated in one direction that the angular relation of the frame 1 and reach 3 willbe relatively altered to steer or guide the vehide in one direction and that if such shaft be rotated in the opposite direction that the vehicle will be guided in an opposite direction. Means are provided for rotating the shaft 38 inthe one direction or the other at will and for leaving it remain in any desired position. Such means comprise magnetic clutch elements 39 and 40 shown as fixed by keys on the engine shaft 9 and having mag-,, netizing coils orwindings as shown. Either the clutch element'39- or 40 is energized or magnetized at willaccording to the direction inwhich it is desired to steer .the vehicle; and if neither of such clutch elements be energized then the steering gear, by reason of the worm gear which forms a part thereof, will remain fixed in whatever position to which it has been adjusted or set. When the clutch element 39 is energized it attracts a clutch armature 41 which is loosely slidably. and rotatabl mounted on the engine shaft to cause suc armature to rotate. Rotary motion of the armature 41 is communicated to the steering-gear-actuating shaft 38 by spur gears 42 and 43, the former being keyed on the hub or boss of the clutch armature 41 as shown and the latter being carried by the shaft 38. By tracing the mechanical connections it willbe seen when the clutch element 39 is. energizedthat the vehicle will be steered toward the right when going ahead. For steering the vehicle in the op osite direction or toward the left the clutc element 40 is energized to attract a clutch armature 44 which is loosely slidably and 'rotat'ably mounted on the engine shaft. The clutch ing shaft 38 through the intermediary of sprockets 45 and 46 and connecting chain 47 te sprocket 45 being keyed as shown to the hub of the clutch armature 44 1 and the sprocket 46 being-carried by the shaft 38.

It is evident that the steering-gear-actua'ting shaft 38 will be rotated in'an opposite direction by the sprockets 45 and 46 and chain 47 to what it was rotated bythe spur gears 42 and 43 and that therefore steering of the vehicle'will behad in the opposite direction or towards the left when the vehicle is going ahead. I

Byreason of the mechanisms embodyin the electromagnetic clutches above describe convenient control of the vehicle as to moving backward, traveling forward at a selected speed and steering may be electrically accomplished from a point distant from the traction vehicle, as, for example, from a drawn vehicle or trailer as shown in Fig. 2. Meansare also provided forelectrically controlling the operation of the internal combustion engine itself from the same distant location. As illustrated in the drawings certhrottle-actuating shaft 53 mounted in tain parts of the on me and its adjuncts are omittedbecause we l known and forming no art of the present invention. For thethrottle control of the engine such means comprise magnetic clutch elements 48 and 49 shown as keyed on the engine shaft and provided with windings as shown. A usual throttle-controlling stem or shaft is shown as actuatable by worm gearing comprising a worm wheel 51 carried by the throttle stem 50 and actuatable by a screw 52 formed on a other of the throttle-controlling clutch elements 48 or 49. When the clutch element 48 is energized it attracts a small spur gear 54 which forms also an armature therefor and which is loosely slidably and rotatably,

mounted on the engine shaft, causing such gear to rotate with the engine shaft. The

gear 54 engages-with a similar gear 55 cartate the shaft 53 in one direction of its movement. When 'the clutch element 49 is energized it attracts a clutch armature 56 which is loosely slidably and rotatably mounted on the engine shaft and upon the hub of which is shown as keyed and virtually forming a unit therewith a small sprocket pinion 57 The sprocket pinion 57 communicates its rotation to the throttle actuating shaft 53 by a chain 58 and another similar sprocket. inion 59 carried by the shaft 53, the shaft rotating in the opposite direction to what it would be rotated by the spur gears 54.and

55 and affecting the throttle accordingly. The fuel for the engine is carried in a usual fuel tank 60, the carbureted fuel being supplied to the cylinders through usual manifold piping'as shown.

The engine is providedwith usual ignition devices comprising spark plugs 61. spark circuit is shown diagrammatically and includes conductors 62 leading from res ective distributer contact terminals, carrie by a usual adjusting-frame or shiftable contactterminal-carrier 63, to the respective spark lugs. eads from on epol'e of a source of electric current, shown as a generator 65, to the usual rotary contact terminal of the dis spark plugs in. the usual manner.

tributer,

shown thus completing the circuit for ltiie 1e generator is shownas operated by a fricmaking mechanical contact 10.- The shiftable contact-terminal-carrier or distributer 63 'is bearrled by the throttle-actuating shaft 53 to ro- 53 now, as is apparent,

The

A common or single conductor 64 the other pole of the electricalsource being grounded to theframe 1 as shown as provided with worm teeth which a spark-adjusting shaft 68 sup orted in bearings on the engine frame as shown. It is evident that the spark will be advanced or retarded according as the spark-adjusting other. The means for thus rotating the shaft 68 at will comprise magnetic clutch elements 69 and" 70 shown as keyed fast to the engine shaft and provided with magnetizing windings. When -the clutch element tate therewith a small spur gear 71 which forms'also a clutch armature and is loosely slidably and rotatablymounted on the engine shaft. similar s ur gear 72 carried by the s ark-adjusting s aft .68 to rotate such shaft in one direction of its movement and to adjust the spark accordingly by shifting the contactterminal-carrier or distributor 63. When the clutch element 70 is energized it attracts and causes to rotate therewith a clutch armature 73 which is loosely slidably and rotatably mounted on the engine shaft and upon the hub of which is shown as keyed and virsprocket 74. The sprocket 74 communicates rotation tothe spark-adjusting shaft 68 by a chain 75 and another small sprocket 76 carried by the shaft 68. It is a parent that the s ark-adjusting shaft 68 wi 1 be rotated in t e o posite directionby sprockets 74 and 7 6 and chain 75 to what it would be rotated by the spur gears 54 and .55 and that hence the spark willbe correspondingly oppositely adjusted.

The circuits for the electro -magnetic clutches are shown diagrammatically inFig. 1, it bein complete to ground through the engine frame. One terminal of the energizing coil conductor.

are respectively connected to usual contact rings carried as shown in 3 and 4). A brush is provided,

each brush are engaged by screw threads 67 formed on shaft 68 is rotated in one direction or the The spur gear 71 meshes with a understood that the circuits are for each clutch is continued in the form of a In the case of the rotatable electrio-magnetic clutch members such terminals by and insulated from the corre- I spending clutch members as shown (see Figs.-

69 is energized itattracts and causes to rotually forming a unit therewith a small ,A r I .switch arms78, 79, 80 and 81 (Figs. 1 and 2),

provided with handles as shown, for manual with the brush of the slow-speedahead clutch 27 and the stationary contact/terminal 85 is connected by a conductor 88 with the brush of the high-s ,eedahead clutch 26. If the movable termina or switch arm 78 be placed on the stationary terminal '83, and the engine 0 erated, the vehicle will be driven backwards; if the switch arm 78 be placed on the stationar terminal84, as shown in Fig. 2, the vehic e will be driven forward at the slow speed if the switch arm 78 be 1ptaced on the stationary terminal 85 the ve-'.

cle will be driven forward at the high'speed and if such switch arm be placed at a psoint intermediate of the stationary termina as shown in Fig. 1, the vehicle will not be driven although the engine may be running.

The switch arm 79 has control of the steering or guiding of the vehicle. It is arranged to make contact with either or neither of sta tionary contact terminals '89 and 90- from which conductors 91, and 92 lead respectively to thebrushes of the leftward and rightward? steering clutches and 39. When the switch arm 7 9is placed on the terminal 89 the steering mechanism will be 0 erated to turn the vehicle toward the le t, when going ahead; -when' the switch arm 79 is placed on the terminal 90 the steering mechanism be '0 erated to turn the vehicle toward" the r1ght;'and when such switch armis placed intermediate of the terminals 89 and 90,'as shown in Figs. 1 and 2, the vehicle will proceed in a set course determined by the correspondingly fixed or set adjustment of the steering mechanism.

The switch arm 80 is in control of the throttle regulation of the engine. It is arranged to make' contact with either or neither of stationary contact terminals 93 and 91from which conductors 95 and 96 lead respectively to the'brushes of the throttle-j controlling clutches 48 and 49. The throttle stem 50 will be rotated in one direction or the other according as the switch arm 80 is in contact with'the terminal 93 or 94. When such switch arm is at a point intermediate of the terminals 93 and 94, as shown in Figs. 1 and 2, the throttle will remain'in whatever (a f position of adjustment it has'beenplaced.

The ,s'Witcharm-SI controls the sparking devices or ignition devices of the engine.

It is arranged to make contact with either or neither of stationary contact terminals 97 and 98 from which conductors 99 and 100 lead respectively to the brushes of the sparkcontrolling clutches 69 and 70. I The dis tributer 63 will be shifted to advance or retard the spark according as the switcharm 81 is in contact with the terminal 97 or 98. When such switch arm is at a position intermediate of the terminals 97 and 98,'as shown in Figs. 1 and 2, the d15- tributer will reniain in whatever position of adjustment it has been placed.

The conductors 82, 86,87, 88, 91, 92, 99

and 100, shown diagrammatically in Fig. 1, are conveniently grouped or incorporated ina cable 101, as shown in Fig. 2. The dotted portions of these conductors inlig.

1 indicate that such conductors may proceed to some more or less distant point.

.The controller .77 in which these conductors terminate is shown-in Fig. 2 as within easy reach of a rider on the drawn implement,

"tlius ermitting one person to control both the rawn implement and the traction vehicle. "From his seat on the drawn implement he may manipulate such drawn implement and control the operation thereof in usual manner, while also he may stop,

start, back, drive ahead andchan e the speed of the traction vehicle and also. as control of the'engine itself by causing the actuation of the usual throttlin and s ark-controlling devices.' In the preferred orm of myinvention the two-wheeled traction vehicle when coupled to a trailer gives a much shorter wheel base than is the case with the usual four-wheeled traction engine, thus permitting turning in much lessspace and enabling more advantageous use in small fields. a

In the modification of my invention illus- :trated in Fig. 5 adiagrammatic re resen- -tation of a portion ,of a traction ve 'cle is shown having a modified steering mechanism but which may in other-respects be of the same construction as illustrated in the preceding figures and describedabove. Traction wheels 102 are loosely mounted on an axle 103 so as to be capable of rotation in deppndently of each other and are arranged to e respectively driven from axially alined shafts .104 and 105 carrying respectively inions 106 which communicate t eir rotat on to the traction wheels by chains .107 and sprocket wheels .108 operatively s rocket connected to the respective-traction wheels.

The construction as so far described is substantially the same as hereinbefore described in reference to Figs. 1 to 4. Also the adjacent ends of alined counter shafts104 and 105 are operatively connected together so as.

to be. driven by a compensating gear or equalizing gear in substantially the same manner as 1n the hereinbefore described construction, but in the. resent construction the equalizing gear pe orms the additional function of assistingin the steering of the vehicle. The equallzing gear is of the usual bevel type, bevel gears 109 and 110 being shown as keyed'res ectively on the shafts 104 and 105. Usua bevel equalizing pinions are carried by a pinion-carrying sprocket 'wheel 111 shown as mounted to rotate freely on the adjoining ends 'of the shafts 104 and 105. Power for propelling the vehicle may be applied to the sprocket 11 in the same manner as it was applied to the sprockets 17 and 18 in the construction first described. The fact that there is only one sprocket 111 to correspond to the two sprockets 17 and 18 is'only incidental and corresponds to one mstead of two.

For guiding or steering the traction vespeed of propulsion hicle stationary electro-magnetic clutch ele- I ments 112 and 113 are provided and which may be energized in a similar manner to that already described. Such clutch elements are shown as provided with attaching .or securing lugs having slotted holes, to prevent rotation of the clutch members while permitting a limited sliding movement relatively to the length of the shafts 104 nd 105. The bevel gear wheels 109 and 11g of the com ensating gearare adapted to act also as c utch armatures for the clutch members 112 and 113 respectively. The traction vehicle will be steered to the right or to the left by energizing the one or the, other of the magnetic clutch members. When one of such clutch members is energized it attracts and holds or retards the rotation "of the adjacent bevel wheel which constitutes its denergized the compensating gear operates in the usual manner ofsuch gears.

In Fig.6 a diagrammatic representation is shown of an embodiment of my invention in a four-wheeled tractio 'n vehicle. Such vehicle is provided with usualrear traction wheels 114. These traction wheels are driven and their operation controlled insub- St'antially,,the same manner 8.3111 the twowheeled construction illustrated in .Figs. 1 to 4. For example, counter-shafts 1 15 and- 116, carrying equalizinggear 117, correspond with counter shafts 14 and 15, carrying-the equalizing gear 16, elefctro-magnetic clutches 118, 119 and 120 corres 0nd with the I clutches 32,27 and 26; an stationary contact terminals 121, .122 and 123 and conres ectively .with terminals an switch arm 78. a

In the present construction" the. front wheels 125 are guided in the usual manner by cables 126 reversely wound on a steeringshaft 127. Shaft 127 corresponds in func-- tion with the screw-carrying steering-gearactuating shaft 38 and has asimilar operative connection with the engine shaft. Magnetic steering-clutches 128 and 129 corre: spond with the similarclutches 40 and 39; and stationary contact terminalsv 130 and 131 and steering-gsar-controlling switch arm 132 corresponds with the switch arm 79 of'similar function.

As in the first described construction, pro -v pulsive and. guiding power is supplied by a hydrocarbon or internal combustion engine the cylinders 1330f which in usual manner receive. carbureted fuel through manifold "134, such fuel being contained in a tan-k 135.

Throttle actuating shaft 136 corresponds with the similar shaft 53 and is operatively connected with the engine shaft in a similar manner. ,Throttle-controlling magnetic clutch elements 137 and 138 are substan- 83, 4 and s5 tially the same as clutch elements 48 and 49 and stationary contact terminals 139 and 140 and throttle-regulating switch arm 141 are substantially the same as similar parts 93, 94 and 80 respectively. Spark-adjusting shaft 142 corrxxesponds with the-similar shaft 68 and is si 'arly o eratively connected with the engine shafli. Spark-controlling clutches 143"and 144 correspond with similar clutches 69 and 70 ;-and contact terminals 145and 146 and ignition-device-controlling switch arm 147 are substantially the same as.-

similar parts 97, 98 and 81 res ectively. All

the switch arms are connecte in common to. a conductor 148 correspondingto the conductor 82. Current forignition and for energizing the clutches is supplied by a generator' .149 which may be operated similarly to the generator 65. In this modification the controlling switches are shown as all mounted onor carried by the traction vehicle itself, but it is obvious that they could as well be'located on some other vehicle, as in Fi 2 of the first described construction.

It is likewise obvious, in any of the-construcf tions herein described, that such controlling switches could be; located at any more or less distant oint desired, for control of the trac tion vehicle and its engine from that oint.

It is further obvious that various mo ifications 'may be made in the' construct ons shown and above p rtlcularly descrlbed within the principle a d scope of-my inven- 'tion. '125 3 Iclaimr.

' 1. ha tractlon vehicle, -the.combination of an en efor propelling the vehicle, steering whee s, mechanism for moving the steerv trolling lever orswitch arm l24f'orrespondl inglwheels to steer the yehlcle, and-electrically controlled mechanical connections be- I tween the steering mechanism and the enne whereby the steering mechanism may e mechanically actuated under electric control.

2. In a traction vehicle, the combination I of traction wheels, an englne for actuating the traction wheels provided with a throttle.

valve, and electrically controlled mechan ism connected with the throttle valve and mechanically actuated by. the engine for moving the throttle valve to control the operation. of the engine' 3 In a traction vehicle, the combination of traction wheels, an engine for actuating the traction wheels provided withigniting devices, and electrically controlled mechanism connected with the igniting devicesland mechanically actuated by the engine for adjusting the igniting devices to control the operation of the engine.

4. In a traction vehicle, the combination of traction Wheels, an internal combustion engine for actuating the traction wheels, a

s cad-controlling devicefor the engine meo a'nically actuated by the engine, and

means-for electrically controlling the. speedcontrolling device.

5. The combination of a traction vehicle provided with power mechanism and steeringmechanism, a vehicle removably connected with and drawn by the traction vehicle, and means for electrically controlling the power mechanism and the steering mechanism from the drawn vehicle.

6. In a traction vehicle, the combination of power mechanism for propelling the vehicle, steering wheels, steering mechanism for moving the steering wheels arranged to be actuated by said powermec'hanism, and means for electrically controlling the'power mechanism and the steering mechanism.

7. In a traction vehicle the combination of traction wheels, an internal combustion engine for actuating the traction wheels, speed-controlling devices for the engine arranged to be actuated b{ the power of the eng1ne,-a vehicle remova ly' connected wlth and drawn by the traction vehicle, and means forelectrically controllin said en- :gine-controlling devices irom t e drawn e cle. a

8; The combination of a traction vehicle provided with a prime .motor for propellm 1t, 'a drawn, vehicle 'removably' connecte with the traction vehicle, and flexible con-. nections between the prime motor and-tthe drawn vehicle to permit the control of motor from the drawn vehicle.

9. The combination of a traction vehicle provided with'a prime motor for propell ng the ' it,- a drawn vehicle removably connected with the traction vehicle, and flexible electric connections between the prime motor and the drawn vehicle to permit the control of the motor from the drawn vehicle.

10. The combination of a two-wheeled traction vehicle provided with a prime motor, transmission mechanism for connecting the motor with the wheels, steering mechanism for turning the wheels to steer the vehicle, a drawn vehicle removably connected with the traction vehicle, magnetic devices for controlling the transmission mechanism to connect and disconnect the motor and the wheels, and electrical connections .be-

tween the drawn vehicle and said magnetic means and between the drawn vehicle and the steering mechanism to permit control of the traction vehicle from the drawn vehicle.

11. The combination of a traction vehicle provided with, a prime motor, traction wheels, electrically controlled means for connecting the. motor with the wheels to.

.the latter, a drawn vehicle connected with and maintaining the equilibrium of the tractlon vehlcle, and electric connections between said magnetically-o crating 'connections and sai electrica controlled mechanical connections and t e drawn vehicle to permit the control of the traction vehicle from the drawn vehicle.

In testimony whereof I'have aflixed my signature in presenccof two witnesses.

CLARENCE W. Witnesses: I

WM. AS HLEY KELLY,

-. .Bnnn'ann CowEN. 

